Coaster-brake.



0. A. BAYLOR.

OOASTER BRAKE. APPLICATION FILED JAN. 12,1909.

Patented. Dec! 7 1909 3 SHEETSSHBBT 1.

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CHARLES A. BAYLOR, OF LAPOBTE, INDIANA, ASSIGNOR 'IO GREAT WESTERN MANU-FACTUBING COMPANXCA CORPORATION OF ILLINOIS.

OOASTER-BRAKE.

Application filed January 12, 1909.

Specification of Letters Patent.

Patented Dec. '7, race.

Serial No. 471,847.

marked thereon, which form. a part of this specification.

This invention relates to improvements in coaster-ln'akes for bicyclesand motorcycles.

The improvements constituting my invention are more especially adaptedfor use in connection with a coaster-brake device which is associatedwith the crank-shaft and crank shaft hanger of a bicycle or the like,and the same are illustrated in the accompanying drawings in connectionwith such a crankshaft and hanger. Some of the principal features of myinvention may, however, be applied to coaster-brakes applied between awheel-hub and the rotative driving member through which motion is givento the driven wheel of a cycle.

The invention consists in the matters hereinafter described and pointedout in the appended claims.

As shown in the accompanying drawings: Figure 1. is a view in sideelevation of parts of the bicycle frame adjacent to the crankshaft,together with the crank-arm, driving sprocket-wheel and associatedparts. Fig. 2 is a view in horizontal section of the parts shown in Fig.1, the crank-shaft and crankarm being shown in elevation. Fig. 3 is adetail section on a larger scale showing eX- terior parts in section andthe interior parts in elevation. Fig. 4 is a sectional viewcorresponding with Fig. 3, but showing all parts of the device exceptinga portion of the crank-shaft in section. Fig. 5 is a cross section takenupon line 5-5 of Fig. 4. Fig. 6 is a cross-section taken upon line 6-6of Fig. 4. Fig. 7 is a cross-section taken upon line 77 of Fig. 4. Fig.8 is a cross-section take upon line 88 of Fig. 4. Fig. 9 is aperspective view of the endwise movable, non-rotative sleeve of thedevice. Fig. 10 is a perspective View of the eXpansible brakering. Fig.11 is a perspective view of the brake-ring expanding wedge.

As shown in the drawings, 1 indicates the tubular crank hanger sleeve ofthe bicycle frame, which is rigidly secured to the upwardly andrearwardly extending framemember thereof in the usual manner.

2 indicates the crank-shaft which is pro vided with crank-arms 3 and 4.The crankshaft and crank-arms are made in one piece or integral witheach other. The crankshaft and its attached arms are adapted forinsertion into the hanger-sleeve 1 by inserting one of the crank-armsendwise through the hangersleeve, while all of the annular parts of thedevice, interposed between the hanger-sleeve and the crankshaft, areadapted to be assembled by slipping them over the crank-arm 4. Saidcrank-shaft 2 is provided, adjacent to the crank-arm 3, with an annularbearing-member or cone 5, which has the form of an annular enlargementof the crank-shaft and constitutes the inner member of an antifrictionball bearing.

6 indicates the sprocket-wheel through which motion is transmitted tothe rear wheel of the bicycle from the crank-shaft. Said sprocket wheelis located adjacent to the crank-arm 3 and is secured to an annularmember or hub 7, which is adapted for rotative movement relatively tothe crank-shaft and also relatively to the fixed hangersleeve 1.

fit the end of the hangei sleeve 1, adjacent to the sprocket-wheel andsecured to said hanger-sleeve by screw-threaded connection, is abearing-ring 8, between which and the hub ring 7 is an anti-frictionball bearing embracing balls or rollers 9, by which the said hub ring 7is held in concentric relation to the said hanger-sleeve 1. Between saidhub 7 and the cone 5 on the crank-shaft, are interposed bearing balls10, forming an antifriction bearing by which the shaft is supported andadapted to turn in said hub. At the opposite end of the crank-sleeve, orthat adjacent to the crank-arm 4, is a bearing ring 11 which is insertedwithin said hangersleeve and secured thereto by screw-threadedconnection. In its part within said bearing ring 11 the said crank-shaftis provided with screw-threads-12 to which is applied an an nularbearing member or cone 13 which may be adjusted endwise on the shaft andwhich is secured or locked in its adjusted position. Between the cone 13and the bearing ring 11 are interposed bearing balls 14, affording an 1anti-friction bearing between said parts. As shown, a lock-nut 15 isapplied to the screwthreads 12 outside the cone 13, a non-rotativewasher 16 being interposed between the locknut and the cone, as commonin like devices.

Attached to the hub 7 is a cylindric friction-brake sleeve 20 whichextends from said hub inwardly within the hanger-sleeve and terminatesadjacent to the inner end of the fixed bearing sleeve 11. So far as theoperation of the device is concerned, the sleeve 20 may be made in onepiece or integral with the hub but it is preferably attached to said hubby a screw-joint in order that the parts of the device may be assembledand taken apart when the shaft and its arms are made integral with eachother, as in the construction shown. Said hub is provided with anannular, inwardly projecting part 21 to which the sleeve 20 is attachedand which constitutes a friction-clutch member. Said friction-clutchmember 21 is provided with an inwardly facing conical or tapered bearingsurface 22. The crank-shaft 2 is provided at its end adjacent to thesprocketwheel with screw-threads 23 of large pitch, and surrounding thescrew-threaded part of the shaft in engagement with said screwthreads23, is a friction-clutch ring 24 provided with an exterior conicalbearing surface adapted to fit within and engage the conical bearingsurface 22 of the clutch member 21 on the hub. These parts are soarranged that by the turning of the crankshaft in a forward orpropelling direction, the friction-clutch ring 24 will be carried intofrictional engagement with the frictionclutch member 21, therebyestablishing frictional driving connection between the crankshaft andthe sprocket-wheel, which latter constitutes the driven member of thedevice.

25 indicates a non-rotative, endwise sliding sleeve which surrounds thecrank-shaft within the cylindric friction-brake sleeve 20. Saidbrake-actuating sleeve 25 is held from turning by engagement of its lefthand end with the non-rotative bearing ring 11. For this purpose saidsleeve, as clearly seen in Fig. 9, is provided at its left hand end,which fits concentrically within said bearing ring 11, with alongitudinal slot or notch 32, which is engaged by an inwardly extendinglongitudinal lug 27 (Figs. 2 and 5) formed integrally upon andprojecting inwardly from the inner surface of said bearing ring 11. Theright hand end of the said sleeve 25 is provided with an outwardlyextending annular flange which forms a shoulder on the said sleeve 25,facing toward the left, as shown. The friction-clutch ring 24 has at itsleft hand end a cylindric part of smaller diameter, which enters within,or is surrounded and embraced by, the right hand end of the sleeve 25.For convenience in assembling the parts when the crank-axle and its armsare made integral with each other, the said friction-clutch ring 24 issplit longitudinally to form two parts or segments which may beseparately applied to or placed screw-threads on the crank-shaft by theright hand end of the sleeve 25, which surrounds the cylindric left handend of the same, as stated.

The right hand face or edge of the sleeve 25 is provided with a seriesof ratchet teeth or serrations, while the annular face or shoulder onthe larger part of the frictionclutch ring, which faces toward the left,is provided with corresponding ratchet teeth or serrations adapted to.engage those upon the said sleeve 25. The teeth or serrations on boththe said parts have abrupt or hold ing faces so arranged that when thefriction clutch ring is pressed against the end of the sleeve it will beinterlocked therewith in a manner to prevent backward turning of thesaid friction-clutch ring with the crankshaft, while in the forwardturning of the shaft, the friction-clutch ring will be shifted towardthe right by the action of the screwthreads on the shaft and willthereby become disengaged from the said sleeve. The

parts are so arranged, moreover, that in the backward turning of thecrank-shaft the friction clutch ring will first be carried against theend of the sleeve and locked to the same, and in the further backwardturning of the shaft, the said ring will be moved endwise toward theleft and thrust the said sleeve endwise with it in the same direction.In the intermediate or neutral position of the friction-clutch ring itwill be free from contact with the friction-clutch member 21 and willexert no endwise pressure on the sleeve 25.

Surrounding the brake-actuating sleeve 25, between the same and thecylindric frictionbrake member 20, is a cylindric split, expansiblebrake-ring26 made of spring metal. Said brake-ring is normallycontracted into contactwith the sleeve 25 and is adapted when expandedfor frictional engagement with the inner surface of said sleeve 20. Theends of said split brake-ring, indicated by 27 in Fig. 3, are oppositelyinclined and between the same is inserted an endwise movable wedge 28,having the form of a curved plate, which is loosely held or confinedbetween the sleeve 25 and cylinder 20 and bears at its larger end orbase against the annular shoulder on the right hand end of saidbrake-actuating sleeve 25. Said brake-ring 26 is nonrotative, being heldfrom rotation by engagement of a notch formed at its left hand end withtwo longitudinally extending holding lugs 29, 29 formed on the fixedbearing ring 11, as clearly seen in Figs. 3 and at.

The operation of the device made as described is as follows: The partsbeing in the neutral position thereof or with the friction-clutch ring24: out of contact with the friction-clutch member 21 and exerting nopressure on the sleeve 25, if the crank-shaft be turned forwardly theturning of the screw-threaded part of said shaft within thefriction-clutch ring will shift or move the latter endwise toward theright so that it comes into frictional. engagement with the clutchmember 21, and driving connection will be established between thecrank-shaft and the sprocket-wheel for driving the bicycle forward.lVhen by the backward turning of said shaft, the friction-clutch ringis, by the action of said screw-threads, moved or shifted toward theleft, it will first come into contact with the said sleeve 25 and thenact to thrust said sleeve endwise toward the left, and the annularshoulder on said sleeve, pressing on the wedge 28, forces the latterbetween the separated ends of the brake-ring 26 and expands the sameinto frictional contact with the cylindric brake-memlwr 20. A braking orfrictional connection is thus established between a nonrotative part ofthe machine frame, to wit, the bearing ring 11, and said brake-member20, which is attached to and turns with the sprocket-wheel. heinclination of the hearing or contact surfaces between the brake-ring 26and the wedge 28 is such that when the endwise pressure on said wedge isrelieved by the forward turning of the crank-shaft, the wedge will beshifted or forced toward the right by the pressure thereon of the endsof the brake-ring, due

-to the tendency of the same to contract, and

the endwise movement so given to the wedge plate is transmitted to theendwise movable sleeve which latter is thereby shifted endwise towardthe right to its normal or neutral position. \Vhen no endwise pressureis exerted by the friction-clutch ring 2% against the sleeve 25, thebrake-ring 26 will be contracted and free from contact with the sleeve20. \Vhen the said friction-clutch ring is in contact with thefriction-clutch member 21, a backward turning movement of thecrank-shaft will shift said ring to the left and into contact with theend of the sleeve 25, when it will become interlocked with said sleeveand any backward turning of the same with the shaft will be prevent-ed.Further backward turning movement of the crank-shaft will then drive thering to the left and with it the sleeve 25, with the effect of pressingthe wedge 28 endwise between the ends of the brake-ring, andestablishing frictional engagement between said brakering and thesprocket-wheel, and as the said brake-ring is non-rotative, the rotationof the sprocket-wheel will be checked to a greater or less extentaccording to the degree of backward pressure exerted on the crank-arm.If the crankshaft be turned either backwardly or forwardly from itsdriving or braking position to an intermediate or neutral position, thefriction-clutch ring will be free from the friction-clutch member 21 andwill exert no endwise pressure on the sleeve 25. In this neutralposition of the parts, there will be no frictional engagement of theexpansible brake-ring with the friction-brake member 20 nor between thefriction-clutch ring and the friction-clutch member 21, so that thesprocketwheel will. be free to turn or revolve either backwardly orforwardly. The bicycle may then be rolled or moved either backward orforward, as its driving wheel will turn freely in both directions.

All of the parts of the devices described and illustrated are so madethat they can be easily assembled or taken apart notwitlr standing thefact that the hanger sleeve has the form of a continuous tube, and thecram;- shaft and crank-arms are made in one piece. As hereinbeforedescribed, the friction-clutch ring 2st is made in two parts or segmentswhich may be separately applied to the screw-threaded portion of thecrank-shaft, and which are held in engagement with the crank-shaft bythe sleeve 25. The slot or opening extending inwardly from the left handend of the said sleeve is made wider than the diameter of thecrai'ik-shaft and crank-arm, so that said sleeve may be readily removedpast or over the bend connecting the left-hand crank-arm with the crankshaft. .he brake-ring 26, being provided with a relatively wide,wedge-shaped opening between its ends as shown, may, in a similarmanner, be slipped over the bend joining the said left hand crank-armwith the crank-shaft. The sleeve 20, when un screwed from the hub 7, maybe removed in like manner over the left hand crank-arm, because of itslarge diameter relatively to its length.

\Vhile the several. parts of the device are so made that they may bereadily applied to crank-shafts having integral crank-arms, asdescribed, yet the special features of construction by which the partsare adapted for use in connection with such a crank-shaft are notessential so far as the operation of a device embodying the mainfeatures of my invention is concerned. Some of the features of myinvention may, however, be employed in connection with a coaster brakedevice applied between the wheel hub of a bicycle or the like and therotative driving member through which rotative motion is transmitted tothe same.

The form of coaster brake shown in the accompanying drawings asembodying one practical form of my inventionmay be variously modified inpractice, and do not therefore desire to be limited to the details ofconstruction therein illustrated except so far as the same are claimedin the appended claims.

I claim as my invention 1. The combination with a crank-hanger sleeveand a crank-shaft mounted therein, of a sprocket-wheel provided with ahub which has bearing engagement with said hangersleeve and with saidcrank-shaft, means operated by the forward turning movement of thecrankshaft producing frictional driving connection between saidcrank-shaft and said sprocket-wheel hub, a brake-device affordingfrictional engagement between the hangersleeve and said sprocket-wheelhub, and means for actuating said brake-device operated by the backwardturning of said crank-shaft.

2. The combination with a crank-hanger sleeve, of a sprocket-wheelhaving a hub which is supported by and has bearing engagement with oneend of said hangersleeve, a crank-shaft one end of which is supported byand has bearing engagement with the hanger-sleeve and the other end ofwhich is supported by and has bearing engagement with the sprocketwheelhub, a frictionclutch device located within the hanger sleeve andoperated by the forward turning movement of the crank-shaft, forproducing driving connection between the crank-shaft and thesprocket-wheel, and a friction-brake device located within thehanger-sleeve and operated by the backward turning movement of saidcrank-shaft for producing frictional engagement between thehanger-sleeve and the said sprocket-wheel.

3. The combination with a crank-hanger sleeve and a crank-shaft mountedtherein, of a sprocket-wheel provided with a hub which has bearingengagement with said hangersleeve and with said crank-shaft, said hubbeing provided with an annular frictionclutch member and with an annularfrictionbrake member, a friction-clutch member having movement endwiseof the crank-shaft and adapted to be brought into frictional contactwith said friction-clutch member on the sprocket-wheel hub by theforward turning movement of the said crank-shaft, a non-rotativefriction-brake member in the hanger-sleeve, adapted for engagement withsaid friction-brake member on the sprocketwheel hub, and means foroperating said non rotative friction -brake member actuated by themovement of the said frictionclutch member endwise of the crank-shaft inthe backward turning movement of said crank-shaft.

4. The combination with a crank-hanger sleeve and a crank-shaft mountedtherein, of 5 a sprocket-wheel provided with a hub which has bearingengagement with said hangersleeve and with said crankshaft, said hubbeing provided with an annular frictionclutch member and with an annularfrictionbrake member, a friction-clutch ring surrounding said shaft andadapted for endwise movement thereon by the turning movement of saidshaft, a friction-brake member located within the hanger-sleeve andadapted to co-act with the friction-brake member on the sprocket-wheelhub, and an endwise movable brake-actuating sleeve having non-rotative,endwise sliding connection with the hanger-sleeve and which is shiftedendwise by said friction-clutch ring.

5. The combination with a crank-hanger sleeve, of a crank-shaft andcrank-arm thereon made in one piece, said crank-shaft being providedwith screw-threads, a sprocketwheel hub provided with an annularfrictio-nclutch member, a cylindric frictionbrake member detachablysecured to said sprocket-wheel hub, a friction-clutch ring surroundingsaid crank-shaft and engaging the screw -threads thereon, saidfrictionolutch ring consisting of a plurality of parts or segments, anon-rotative clutclractuating sleeve, an annular fixed bearing memberfor the shaft, detachably secured to said hangersleeve, saidclutch-actuating sleeve being adapted to slide endwise at one end insaid bearing-ring and having a longitudinal slot, and said bearing-ringhaving an inwardly projecting lug engaging said slot, a splitfriction-brake sleeve surrounding said brakeactuating sleeve within thesaid cylindric friction-clutch member, and means for eX- panding said.friction-brake ring, operated by the endwise movement of saidbrake-actuating sleeve.

In testimony, that I claim the foregoing as my invention I affix mysignature in the presence of two witnesses, this 4th day of January A.D. 1909.

CHARLES A. BAYLOR. lVit-nesses: I

WVILLIAM RICE SMITH, DAVID H. MOGILL; v

